Triumph 4 Cylinder Head Fitting Guide - Moss Europe

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Moss Europe Ltd. Hampton Farm Industrial Estate, Hampton Road West, Hanworth, Middlesex TW13 6DBTel: (+44) 020 8867 2020 Fax: (+44) 020 8867 2030 E-mail: [email protected] Motors Ltd. 440 Rutherford Street, Goleta, California 93117 Tel toll free US & Canada: (800) 667-7872 Fax: (805) 692-2510 (805) 681-3400Fitting Instructions: Triumph 4 Cylinder Head Created by Alex Chaperlin 21/10/2011 Page: 1 of 3

Triumph 4 Cylinder Head Fitting GuideDescription: Triumph 4 Cylinder Head

Applications: TR2-4A

Part Numbers: Description Iron AlloyCylinder head, plain 511695X 511695AXCylinder head, standard bare 511695 511695ACylinder head, standard assembled 514748 514748ACylinder head, Stage II TT1112N TT1112NACylinder head, Stage III TT1113N TT1113NACylinder head, Stage IV TT1124N TT1124NA

General InformationThe new cylinder head is designed to resemble as closely as possible the original late TR4-4A version, working to the originaldrawings. It is recommended that as much hardware as possible to be changed at the time of installation to ensure to fit to be as goodas possible and subsequent reliability be guaranteed.

Whatever the specification of the head, the block must be properly prepared:-

Thoroughly clean the top face of the block and liners. It is recommended that the studs be removed and inspected for wasting,distortion or thread damage. Nuts should screw freely down the fine thread area. We highly recommend replacing all the hardware as amatter of course to ensure reliability. Clean out the groove in the course thread. Lightly grease the coarse thread and screw these fullyinto place. DO NOT TIGHTEN OR TORQUE THESE STUDS INTO THE BLOCK.

The liner protrusion should be checked. 0.004” to 0.006” is recommended. A steel straight edge and feeler gauges will suffice.Anything less than 0.003” protrusion will probably fail sooner rather than later, possibly damaging the new head. The liners are sealedat their bases with figure of 8 gaskets. If one liner is 'low' the gaskets may be halved to obtain the correct heights. Originally thesegaskets were copper and 0.018" thick. Gaskets are available in a range of materials & thicknesses, see Parts & Consumables list below.Triumph originally specified Wellseal as the correct sealant - this is still available (Part No: 600569A). Wellseal ultimately sets hard anddoesn't break off into loose fragments (possibly blocking oil or waterways). The head gasket should slide down the studs withoutdistorting around the stud apertures, and this should be checked.

TT1113NA



So we now have a clean block with liners protruding correctly, 10 healthy studs fitted and a gasket that will slide nicely into place. Thequestion of what to put on a gasket to assist the sealing now arises. Triumph recommended Wellseal. Grease seems to work equallywell with a standard copper/asbestos gasket (Part No: 205481), but we recommend only Wellseal be used with steel shim gaskets.Some users prefer Blue Hylomar, and the spray type is particularly good if the instructions are followed.If the whole engine has been rebuilt a dummy fitment should take place to fully seat the liners. A used head gasket could be utilisedfor this. No gasket cement of any type should be used for this process but it is recommended that both faces of the gasket be lightlygreased. The head should be torqued down in stages to at least 60 ft/lbs (but not more than 70ft/lbs, if an alloy head is being fitted).Remove the cylinder head. Re-check the liner protrusion: it should be 004"-006".

Having chosen the sealing assistant, coat the gasket as recommended ensuring there is no excess around the oil feed hole to the rear.Slide the gasket into place. Align the head and gently slide this also into place. For standard engines it is recommended the standardgasket (Part No: 205481) is used. For modified engines, steel shim gasket 202775 should be used (copes with up to 89mm boreswithout modification).

Fit the 10 hardened steel washers (Part No: WA112081) this slightly oversized version is particularly crucial when fitted to an alloyhead, but are equally recommended with iron heads and original ones. Under no circumstance use soft or damaged washers as thesewill spoil the locating faces on the top of the head and may cause uneven pull down torque.

Having lightly oiled their threads screw the 10 head nuts (Part No: 110962) into place and torque them down using the torque stagesrecommended below and in accordance with the sequence reproduced from the workshop manual below, tightening gradually. See theNut Tightening Sequence diagram on page 3.

A good idea at this stage is to connect the engine up to the cooling system, which will mean fitting the thermostat housing and fill thesystem with coolant and leave overnight. Removal of the sump drain plug should reveal presence of any leaks, although not wherefrom. Assuming there are no leaks, continue with the build. Check the thermostat housing for corrosion, particularly around its loweredge and replace if necessary. Fit all the studs, manifold and rocker etc, to the head discarding any damaged or ill-fitting ones, ensuring they screw in cleanly and straight.

Fit the rocker gear, and adjust rocker clearances as recommended for the cam fitted. Instead of using nut and washer (Part No:GHF202 and GHF333) use special nut (Part No: CAM4545) which provides a clean hard face to the pedestal. Don't forget to checkthat the pushrods are straight before installing (roll on a flat surface).

Try cementing the rocker cover gasket to the head holding it in place with weights while adhesive sets. This does act as very effectiveoil trap, which rarely leaks (from experience). It is not uncommon with a modified engine to require 2 gaskets, when the rocker liftdemands it, with steel rocker covers.

Users of iron heads should replenish the cooling system using the correct antifreeze mixture. Users of an alloy head must run with100% anti-freeze/summer coolant, which contains the correct inhibitors to prevent corrosion and electrolytic reaction.

Run the engine to temperature and check for leaks. After 10 hours maximum running, check the head torque as recommended andreset the rocker clearances.

Users of an alloy head on a standard engine should find little performance difference compared with a standard iron head in goodcondition. Users of more modified engines should find the superior cooling properties of the alloy advantageous and the more theengine is modified, the more the improvement that will be obtained.

Nut Tightening Sequence

Tightening TorquesAlloy Cylinder Heads - Up to 70ft/lbs! NO MORE!Recommended torque stages:1: 45ft/lbs 2: 60ft/lbs 3: 70ft/lbs (MAX)

Iron Cylinder Heads - Up to 95-105ft/lbsRecommended torque stages:1: 45ft/lbs 2: 75ft/lbs 3: 90ft/lbs 4: 105ft/lbs (MAX)

Rocker pedestal nut 3/8 UNF 9/16 AF 24-26ft/lbsManifold attachment 3/8 UNC 9/16 AF 22-24ft/lbsThermostat housing 5/16 UNC 1/2 AF 16-18ft/lbs

Hardware and ConsumablesCylinder head gasket set GEG178 Steel washer, improved WA112081Conversion gasket (lower end) GEG248 Improved rocker pedestal nut CAM4545Rocker cover gasket GEG437 Thermostat housing 203781Head gasket set (high port spec) GEG178 Thermostat 74 degree GTS102Head gasket - copper/asbestos 205481 Penrite Running in oil 5lt GGL9014XHead gasket - steel 202775 Penrite Classic Light 20/60 oil 5lt GGL9004XHead gasket - copper TT1136 Loctite (for manifold studs) GEC2005‘Figure 8’ gasket - steel 0.015” 112789 Multipurpose grease CGL110‘Figure 8’ gasket - copper 0.018” 112789C Engine paint, black aerosol CCCB1‘Figure 8’ gasket - aluminium 0.021” 112789X Water Wetter (cooling aid) MM220-115Head stud, washer & nut kit - ARP TT1164 Redex 1shot MRD1132Big end bolt kit - ARP TT1180K Wellseal 600569ACylinder head nut 110962



Triumph 4 Cylinder Head Fitting Guide - Moss Europe

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